JP2009190653A - Shifting mechanism of ship propeller - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a shifting mechanism of a ship propeller equipped with a synchronizing mechanism allowing smooth shift-in. <P>SOLUTION: In the shifting mechanism 10 transmitting the rotation of the drive shaft of an engine to a propeller shaft 21 by engaging a shift clutch 11 with a forward gear 14 or a backward gear 15, the shift clutch 11 is provided with a dog clutch 12 axially movably connected with the propeller shaft 21 and a synchronizing clutch 13 axially movably connected with the dog clutch 12. When moving the dog clutch 12 to the forward gear 14 side or backward gear 15 side for shift-in, an end surface 13a of the synchronizing clutch 13 is frictionally engaged with abutting surfaces 14b, 15b provided to the forward gear 14 or backward gear 15 before a claw part 12a of the dog clutch 12 is dog-engaged with claw parts 14a, 15a of the forward gear 14 or backward gear 15. <P>COPYRIGHT: (C)2009,JPO&INPIT

Description

  The present invention relates to a shift mechanism for a marine propulsion device, and more particularly to a shift mechanism for a marine propulsion device provided with a synchro mechanism.

  The outboard motor mounted on the hull is provided with a shift mechanism for switching the transmission of power from the engine to the propeller to one of forward, reverse, and neutral. FIG. 8 is a diagram showing a general configuration of the outboard motor 100 attached to the rear of the hull 101. In the outboard motor 100, the engine 102 is arranged so that the crankshaft 103 is in the vertical direction. A shift mechanism 105 is installed between a drive shaft 104 connected to the lower end of the crankshaft 103 and a propeller shaft 106 that is a rotation shaft of the propeller 107.

  As shown in FIG. 9, the general structure of the shift mechanism 105 is arranged on the outer periphery of the drive gear 108 fixed to the lower end of the drive shaft 104 and the propeller shaft 106, and is engaged with the drive gear 108 to be opposite to each other. The forward gear 109 and the reverse gear 110 that rotate in the forward direction and the clutch 111 that rotates integrally with the propeller shaft 106 are provided. The shift change is performed by moving the shift sleeve 112 in the axial direction of the propeller shaft 106 and engaging the clutch 111 connected to the shift sleeve 112 via the cross pin 113 with the forward gear 109 or the reverse gear 110. Is called.

  By the way, the engagement between the clutch 111 and the forward gear 109 or the reverse gear 110 generally engages the claw portion formed at the end of the clutch 111 with the claw portion formed at the forward gear 109 or the reverse gear 110. This is done by a so-called dog clutch.

  However, when the dog clutch 111 is moved from the neutral position to the forward gear 109 or the reverse gear 110 and shifted into the forward gear 109 or the reverse gear 110, the forward gear 109 or the reverse gear 110 is rotating, Since the dog clutch 111 is not rotating, a shift shock occurs when the claws of the dog clutch 111 are not smoothly engaged. When this shift shock occurs, there is a risk of causing vibration and noise to the entire outboard motor and the hull.

  With respect to such a problem, Patent Document 1 discloses that when the dog clutch is engaged with the forward gear or the reverse gear, the connection between the drive shaft and the engine is cut off, and the output of the engine is changed to the forward gear or the reverse gear. A method for preventing transmission is described. Thereby, since the rotation of the dog clutch and the forward gear or the reverse gear can be synchronized at an early stage, the impact at the time of shift-in can be reduced. Further, a method is described in which a blocking ring is provided between the dog clutch and the forward gear or reverse gear and the blocking ring is pressed against the forward gear or reverse gear before the dog clutch engages the forward gear or reverse gear. Yes. As a result, by reducing the rotational speed of the forward gear or the reverse gear to which the output of the engine is not transmitted, the subsequent engagement of the dog clutch with the forward gear or the reverse gear can be synchronized at an early stage. The impact at the time can be reduced.

  However, in the above method, a mechanism that cuts off the connection between the drive shaft and the engine in accordance with the timing at the time of shift-in (in Patent Document 1, the mechanism that divides the drive shaft into two parts and connects it via an electromagnetic clutch) There is a problem that the configuration becomes complicated.

Therefore, Patent Document 2 discloses a method of synchronizing the rotation of the dog clutch and the forward gear or the reverse gear at an early stage without providing a mechanism for cutting off the connection between the drive shaft and the engine. 10A and 10B are diagrams showing the configuration of the dog clutch 200 described in Patent Document 2, in which FIG. 10A is a perspective view and FIG. 10B is a front view. As shown in FIGS. 10 (a) and 10 (b), the dog clutch 200 includes a plurality of claw portions 200a and 200b having different heights. After synchronizing the rotation of the dog clutch 200 and the forward gear or the reverse gear by engaging with the claw portion of the reverse gear, all the claw portions 200a and 200b including the claw portion 200b having a low height are moved to the forward gear or By engaging with the reverse gear, the impact at the time of shift-in can be reduced.
JP 2004-276726 A JP 2004-245349 A

  However, in the method described in Patent Document 2, in the initial engagement in which the rotation of the dog clutch is synchronized, the engagement between the high claw portion 200a and the claw portion of the forward gear or the reverse gear is smooth. In such a case, there is a problem that an impact occurs in the initial engagement.

  The present invention has been made in view of such a problem, and a main object of the present invention is to provide a shift mechanism for a marine propulsion device provided with a synchro mechanism capable of smooth shift-in.

  In order to solve the above problems, the present invention provides a dog clutch in which a shift clutch engaged with a forward gear or a reverse gear is coupled to a propeller shaft so as to be movable in the axial direction, and a dog clutch coupled to the dog clutch so as to be movable in the axial direction. The structure equipped with the synchronized clutch is adopted.

  That is, the shift mechanism of the marine propulsion device according to the present invention is a shift mechanism of the marine propulsion device that transmits the rotation of the drive shaft of the engine to the propeller shaft by engaging the shift clutch with the forward gear or the reverse gear. The shift clutch includes a dog clutch coupled to the propeller shaft so as to be movable in the axial direction, and a synchro clutch coupled to the dog clutch so as to be movable in the axial direction, and moves the dog clutch toward the forward gear or the reverse gear. When shifting in, before the dog clutch pawl is dog-engaged with the forward gear or reverse gear pawl, the end face of the synchro clutch is frictionally engaged with the contact surface provided on the forward gear or reverse gear. It is characterized by that.

  With such a configuration, the sync clutch coupled to the dog clutch so as to be movable in the axial direction is frictionally engaged with the forward gear or the reverse gear prior to the dog clutch, so that the dog clutch coupled to the sync clutch is moved to the forward gear. Alternatively, it can be dog-engaged with the forward gear or the reverse gear in a state synchronized with the rotation of the reverse gear. As a result, smooth shift-in can be reliably performed, and impact during shift-in can be reduced.

  A series of operations of the synchro clutch and the dog clutch at the time of shift-in in the present invention can be restricted by providing the shift clutch with an urging means for applying an urging force to the sync clutch.

  That is, when the shift clutch shifts in, the synchro clutch is biased by the biasing means from the neutral position of the shift clutch until the end face of the synchro clutch comes into contact with the contact surface provided on the forward gear or the reverse gear. It moves together with the dog clutch by force. Furthermore, after the end surface of the synchro clutch is brought into contact with the contact surface provided on the forward gear or the reverse gear, the dog clutch is engaged until the dog clutch pawl is dog-engaged with the forward gear or the reverse gear pawl. The clutch moves independently of the synchro clutch against the biasing force.

  The urging means is preferably constituted by a detent mechanism. In the detent mechanism, when the synchro clutch is coupled to the outer peripheral surface of the dog clutch, the groove formed on the outer peripheral surface of the dog clutch, the spring disposed in the groove, and the state biased by the spring And a sphere engaged with a groove formed on the inner peripheral surface of the synchro clutch. This detent mechanism also serves to position the neutral position of the shift clutch.

  When the shift clutch is moved to the neutral position and shifted out, the synchro clutch is attached until the other end surface of the synchro clutch comes into contact with the contact surface provided on the forward gear or the reverse gear. The dog clutch moves integrally with the dog clutch by the biasing force by the biasing means, and then the dog clutch moves independently of the synchro clutch against the biasing force and returns to the neutral position.

  According to the present invention, the shift clutch coupled to the dog clutch so as to be movable in the axial direction is frictionally engaged with the forward gear or the reverse gear prior to the dog clutch, whereby the dog clutch engaged with the shift clutch is moved forward. It can be dog-engaged to the forward gear or the reverse gear while being synchronized with the rotation of the gear or the reverse gear. Thereby, the shift mechanism of the ship propulsion apparatus provided with the synchro mechanism in which a smooth shift-in is possible is realizable.

  Hereinafter, embodiments of the present invention will be described with reference to the drawings. In addition, this invention is not limited to the following embodiment.

  FIG. 1 is a cross-sectional view showing the configuration of an outboard motor shift mechanism 10 according to an embodiment of the present invention. The configuration of the outboard motor equipped with the shift mechanism 10 according to the present invention is basically the same as the conventional configuration shown in FIG. The present invention is applicable not only to outboard motors but also to inboard motors and inboard / outboard motors (so-called stun drives).

  As shown in FIG. 1, the shift clutch 11 includes a dog clutch 12 that is coupled to the propeller shaft 21 so as to be movable in the axial direction, and a synchro clutch 13 that is coupled to the dog clutch 12 so as to be movable in the axial direction. The rotation of the drive shaft (not shown) of the engine is transmitted to the propeller shaft 21 by engaging the shift clutch 11 with the forward gear 14 or the reverse gear 15. The forward gear 14 and the reverse gear 15 are always engaged with a drive gear 30 fixed to the lower end of the drive shaft and rotate in opposite directions.

  When the shift clutch 11 is shifted in by moving the dog clutch 12 toward the forward gear 14 or the reverse gear 15, the claw portion 12 a of the dog clutch 12 is moved to the claw portion 14 a of the forward gear 14 or the claw portion of the reverse gear 15. Before the dog engagement with 15a, the end surface 13a of the synchro clutch 13 is regulated so as to be frictionally engaged with the contact surface 14b provided on the forward gear 14 or the contact surface 15b provided on the reverse gear 15. Has been.

  That is, the synchro clutch 13 coupled to the dog clutch 12 so as to be movable in the axial direction is frictionally engaged with the forward gear 14 or the reverse gear 15 prior to the dog clutch 12, so that the synchro clutch 13 is moved forward by the frictional force. In synchronization with the rotation of the gear 14 or the reverse gear 15, the dog clutch 12 engaged with the synchro clutch 13 starts to rotate integrally with the synchro clutch 13. When the dog clutch 12 is further moved to the forward gear 14 or the reverse gear 15 to shift in, the forward clutch 14 or the reverse gear is kept synchronized with the rotation of the forward gear 14 or the reverse gear 15. 15 can be dog-engaged. As a result, smooth shift-in can be reliably performed, and impact during shift-in can be reduced.

  A series of operations of the synchro clutch 13 and the dog clutch 12 at the time of shift-in in the present invention is restricted by providing the shift clutch 11 with an urging means for applying an urging force to the sync clutch 13. Can do.

  Here, as the biasing means, for example, a detent mechanism 16 as shown in FIGS. 1 and 2A can be used. Here, FIG. 2A is a cross-sectional view taken along line IIa-IIa in FIG. The detent mechanism 16 includes a groove portion 17 formed on the outer peripheral surface of the dog clutch 12, a spring 20 disposed in the groove portion 17, and an inner periphery of the synchro clutch 13 in a state of being biased by the spring 20. It is comprised with the spherical body 18 engaged with the groove part 19 formed in the surface.

  As shown in FIGS. 1 and 2B, the synchro clutch 13 has a key 22 formed on the outer peripheral surface of the dog clutch 12 coupled to a key groove 23 provided on the inner peripheral surface of the synchro clutch 13. Thus, it is key-coupled to the outer peripheral surface of the dog clutch 12. Here, FIG.2 (b) is sectional drawing along the IIb-IIb line | wire of FIG. The key 22 is for restricting the synchro clutch 13 from moving in the rotational direction with respect to the dog clutch 12. This coupling may be any coupling as long as the synchro clutch 13 is coupled to the dog clutch 12 so as to be movable in the axial direction. For example, a spline coupling or the like may be used.

  As shown in FIGS. 1 and 2C, the dog clutch 12 is connected to the dog clutch 12 via a shift pin 24 and a cross pin 25 that move in the axial direction. Here, FIG.2 (c) is sectional drawing along the IIc-IIc line | wire of FIG. The axial movement of the dog clutch 12, that is, the shift change operation of the shift clutch 11 is restricted by the axial movement of the shift sleeve 24 disposed in the hollow portion of the propeller shaft 21.

  FIG. 3A is a perspective view showing the configuration of the dog clutch 12, and six claw portions 12a for dog engagement with the forward gear 14 or the reverse gear 15 are formed at equal intervals. In addition, two keys 22 for key coupling with the synchro clutch 13 are formed on the outer peripheral surface of the dog clutch 12 so as to be separated in the axial direction. Furthermore, a spline groove 26 for spline coupling with the outer periphery of the propeller shaft 21 is formed on the inner peripheral surface of the dog clutch 12 in the axial direction.

  FIG. 3B is a perspective view showing the configuration of the synchro clutch 13, and the end surface 13 a is a cone clutch having a conical surface. A key groove 23 for key coupling with the dog clutch 12 is formed in the axial direction on the inner peripheral surface of the synchro clutch 13.

  FIG. 4 is a front view showing the configuration of the forward gear 14 or the reverse gear 15. Both gears 14 and 15 are bevel gears, and teeth 27 that engage with the drive gears are formed on the outer peripheral sides. Further, on the inner peripheral side, contact surfaces 14b and 15b for frictional engagement with the end surface 13a of the synchro clutch 13 and claw portions 14a and 15a for dog engagement with the claw portion 12a of the dog clutch 12 are provided. Is formed. The contact surfaces 14b and 15b are conical surfaces.

  Here, the contact surfaces 14b and 15b of the forward gear 14 or the reverse gear 15 are formed by teeth 27 formed on the outer peripheral side of the forward gear 14 or the reverse gear 15 and claw portions 14a and 15a formed on the inner peripheral side. Since the boundary space can be provided, the forward gear 14 or the reverse gear 15 in the present invention can be almost the same size as the conventional one.

  Note that the outer peripheral surface of the synchro clutch 13 may be coupled to the inner peripheral surface of the dog clutch 12. In this case, the contact surface 14b (15b) that frictionally engages with the end surface 13a of the synchro clutch 13 is formed on the inner peripheral side of the claw portion 14a (15a) that engages with the claw portion 12a of the dog clutch 12.

  Next, the operation when the shift clutch 11 in the present embodiment shifts in to the forward gear 14 side will be described with reference to FIGS.

  FIG. 5A is a cross-sectional view showing a state when the shift clutch 11 is in the neutral position. Neither the dog clutch 12 nor the sync clutch 13 is engaged with the forward gear 14 and the reverse gear 15, and the forward gear 14 and the reverse gear 15 are engaged only with a drive gear (not shown) and are in opposite directions. It is idle with respect to the propeller shaft 21. Further, the sphere 18 disposed in the groove portion 17 formed on the outer peripheral surface of the dog clutch 12 is engaged with the groove portion 19 formed on the inner peripheral surface of the synchro clutch 13 while being urged by the spring 20. is doing.

  Next, as shown in FIG. 5B, the dog clutch 12 connected to the shift sleeve 24 via the cross pin 25 is moved to the forward gear 14 side by moving the shift sleeve 24 in the direction of the arrow. At this time, since the synchro clutch 13 is pressed by the sphere 18 biased by the spring 20, the synchro clutch 13 moves integrally with the dog clutch 12, and the end face 13 a on the forward gear 14 side of the synchro clutch 13 is It abuts on the abutment surface 14b provided on the surface. At this time, the positional relationship between the dog clutch 12 and the synchro clutch 13 is adjusted in advance in the neutral position so that the claw portion 12a of the dog clutch 12 is separated from the claw portion 14a of the forward gear 14 by a predetermined distance. ing.

  Further, when the dog clutch 12 is moved to the forward gear 14 side, the end surface 13a of the synchro clutch 13 is in contact with the contact surface 14b of the forward gear 14, so that the dog clutch 12 stops at that position. It moves independently of the synchro clutch 13 against the urging force of 20. During this time, the sphere 18 that has been engaged in the groove 19 of the synchro clutch 13 is released from engagement, and is embedded in the groove 17 of the dog clutch 12. Further, while the dog clutch 12 is moving, the rotation of the forward gear 14 is transmitted to the synchro clutch 13 due to the frictional engagement between the end surface 13a of the synchro clutch 13 and the contact surface 14b of the forward gear 14, and the rotation starts. At the same time, the dog clutch 12 that is key-coupled to the synchro clutch 13 also rotates together with the synchro clutch 13.

  As shown in FIG. 5C, the dog clutch 12 is dog-engaged with the forward gear 14 in a state synchronized with the rotation of the forward gear 14. As a result, the dog clutch 12 can be smoothly shifted into the forward gear 14.

  The operation when the shift clutch 11 shifts in to the reverse gear 15 side can be performed in the same manner as the operation when the shift clutch 11 shifts in to the forward gear 14 side.

  FIG. 6 is a graph qualitatively showing the change in the rotation speed of the dog clutch 12 until the shift clutch 11 shifts in from the neutral position to the forward gear 14 or the reverse gear 15.

The end face 13a of the synchronizer clutch 13, from the time t ₁ in contact with the contact surface 15b of the abutment surface 14b or the reverse gear 15 of the forward gear 14, starting the synchronous rotation synchro clutch 13 by frictional engagement, at the same time the dog The clutch 12 also starts synchronized rotation. Thereafter, the dog clutch 12 while accelerating the rotation, to move independently of the synchro clutch 13, the rotational speed is at time t ₂ became R _1, which dog engages the forward gear 14 or reverse gear 15. As a result, the dog clutch 12 rotates at the same rotational speed R ₂ as the forward gear 14 or the reverse gear 15 to transmit the rotation of the drive shaft to the propeller shaft.

Here, the sync speed R ₁ of the dog clutch 12 at time t ₂ is the magnitude of the frictional force in the frictional engagement between the synchro clutch 13 and the forward gear 14 or the reverse gear 15, and the time during which the gear is engaged (t ₂ −t ₁ ), but not necessarily the same as the rotational speed R _{2 of the} forward gear 14 or the reverse gear 15. For example, the space between the shift clutch 11 and the forward gear 14 or the reverse gear 15 in the neutral position is determined when the area of the contact surfaces 14b, 15b of the forward gear 14 or the reverse gear 15 is not sufficient due to space constraints. If it cannot be sufficiently obtained, a sufficient sync speed R ₁ may not be obtained. However, even in this case, synchronous rotational speed R ₁ is, if reached about 20 to 30% of the rotational speed R ₂ of the forward gear 14 or reverse gear 15, it is possible to perform a smooth dog engagement.

  Next, the operation when the shift clutch 11 in the present embodiment shifts out from the forward gear 14 side will be described with reference to FIGS.

  As shown in FIG. 7A, the dog clutch 12 is moved to the reverse gear 15 side by moving the shift sleeve 24 in the direction of the arrow. At this time, since the synchro clutch 13 is pressed by the spherical body 18 biased by the spring 20, the synchro clutch 13 moves integrally with the dog clutch 12. The end surface 13 a on the reverse gear 15 side of the synchro clutch 13 comes into contact with a contact surface 15 b provided on the reverse gear 15. At this time, since the dog clutch 12 is displaced to the forward gear 14 side from the neutral position with respect to the sync clutch 13, the claw portion 12a on the reverse gear 15 side of the dog clutch 12 is a claw of the reverse gear 15. It is separated from the portion 14a by a predetermined distance.

  Next, as shown in FIG. 7B, when the dog clutch 12 is further moved to the reverse gear 15 side, the end surface 13 a on the reverse gear 15 side of the synchro clutch 13 contacts the contact surface 15 b of the reverse gear 15. Since it is in contact with the dog clutch 12, the dog clutch 12 moves independently of the synchro clutch 13 against the urging force of the spring 20 disposed in the groove portion 17 of the dog clutch 12, and moves to the position shown in FIG. Return to the neutral position shown in

  At this time, since the spherical body 18 and the groove part 19 formed in the inner peripheral surface of the synchro clutch 13 are in a positional relationship in which the parts overlap each other in the axial direction of the propeller shaft 21, as shown in FIG. Thus, the sphere 18 is re-engaged with the groove 19 formed on the inner peripheral surface of the synchro clutch 13 by the biasing force of the spring 20 disposed in the groove 17 of the dog clutch 12, and thereby the end surface 13a. The synchro clutch 13 that has been in contact with the contact surface 15b of the reverse gear 15 is returned to the neutral position shown in FIG. That is, the detent mechanism 16 also serves to position the neutral position of the shift clutch 11.

  When the end surface 13a of the synchro clutch 13 comes into contact with the contact surface 15b of the reverse gear 15, the rotation of the synchro clutch 13 is in the opposite direction to the rotation of the reverse gear 15, but the engagement with the groove portion 19 of the synchro clutch 13 is increased. The urging force by the sphere 18 released from the engagement is sufficiently small, and the synchro clutch 13 is in a state where it can move to some extent freely in the axial direction of the propeller shaft 21 with respect to the dog clutch 12. Therefore, the frictional force in the frictional engagement between the synchro clutch 13 and the reverse gear 15 does not increase, and a sudden torque does not occur.

  The above-described operation is also effective when a ship traveling forward is decelerated and then shift-shifted backward. That is, before the dog clutch 12 is dog-engaged with the reverse gear 15, the end surface 13a of the synchro clutch 13 is frictionally engaged with the contact surface 15b of the reverse gear 15 to rotate together with the propeller shaft in the forward direction. The dog clutch 12 that has been turned can be rotated in the same direction as the rotation of the reverse gear 15. As a result, when the dog clutch 12 is dog-engaged with the reverse gear 15, a sudden torque change in the reverse direction to the engine rotation direction is not applied to the reverse gear 15, so that no sudden load is applied to the engine during operation. At the same time, the synchronization mechanism by the synchronization clutch 13 works, and the dog clutch 12 can be smoothly engaged with the reverse gear 15.

  Here, when shifting out, in order for the end surface 13a of the synchro clutch 13 to separate more smoothly from the contact surfaces 14b, 15b of the forward gear 14 or the reverse gear 15 that are frictionally engaged, the synchro clutch 13 Alternatively, a different material from the forward gear 14 or the reverse gear 15 may be used. For example, the synchro clutch 13 can be made of a copper alloy (for example, high-strength brass), and the forward gear 14 or the reverse gear 15 can be made of alloy steel. The same effect can be obtained even if a groove for retaining the lubricating oil is formed in a part of the end surface 13a of the synchro clutch 13.

  In the shift mechanism 10 according to the present invention, the synchro clutch 13 is frictionally engaged with the forward gear 14 or the reverse gear 15 prior to the dog clutch 12, so that the forward clutch 14 or the reverse gear 15 is synchronized with the dog clutch 12 being synchronized. However, in consideration of the difference in characteristics in shifting in the forward gear 14 and the reverse gear 15, various configurations can be adopted.

  For example, in general, since the ship's foot is likely to be located on the forward side, when shifting into the reverse gear 15 from the neutral position, the rotation of the propeller must be reversed after the propeller has been moved forward. Therefore, a larger torque is required than shifting into the forward gear 14. Considering this, the inclination angle of the end face 13a on the reverse gear 15 side of the synchro clutch 13 may be set larger than the inclination angle of the end face 13a on the forward gear 14 side. Thereby, the magnitude of the frictional engagement in the synchro clutch 13 can be increased on the reverse side, and the shift-in to the reverse gear 15 can be performed smoothly.

  Further, the end face 13a of the synchro clutch 13 on the forward gear 14 side and the reverse gear 15 side are also made of different materials on the end face 13a, whereby the magnitude of friction engagement in the synchro clutch 13 can be increased on the reverse side.

  Further, considering that the frequency of shift-in to the forward gear 14 is higher than the frequency of shift-in to the reverse gear 15, the end surface on the reverse gear 15 side of the synchro clutch 13 when the synchro clutch 13 is in the neutral position. The distance between the contact surface 15 b of the reverse gear 15 and the contact surface 15 b of the reverse gear 15 may be wider than the distance between the end surface 13 a on the forward gear 14 side of the synchro clutch 13 and the contact surface 14 b of the forward gear 14. As a result, when shifting out from the forward gear 14 to the neutral position, it is possible to lengthen the time until the end surface 13a on the reverse gear 15 side of the sync clutch 13 contacts the contact surface 15b of the reverse gear 15. The clutch 13 can be brought into contact with the contact surface 15b of the reverse gear 15 with the rotational speed of the clutch 13 being further reduced. As a result, it is possible to reduce wear between the end surface 13a of the synchro clutch 13 and the contact surface 15b of the reverse gear 15.

  Further, by reducing the inclination angle of the end surface 13a on the reverse gear 15 side of the synchro clutch 13, it is possible to obtain an effect of reducing wear between the end surface 13a of the synchro clutch 13 and the contact surface 15b of the reverse gear 15. .

  As mentioned above, although this invention was demonstrated by suitable embodiment, such description is not a limitation matter and of course various modifications are possible. For example, although the cone clutch is used as the synchro clutch 13 in the above embodiment, the end surface 13a may have a shape without an inclination angle.

It is sectional drawing which showed the structure of the shift mechanism in embodiment of this invention. (A) is a sectional view taken along line IIa-IIa in FIG. 1, (b) is a sectional view taken along line IIb-IIb in FIG. 1, and (c) is a sectional view taken along line IIc-IIc in FIG. It is. (A) is a perspective view of the dog clutch in this embodiment, (b) is a perspective view of a synchro clutch. It is a front view of the forward gear or reverse gear in this embodiment. (A)-(c) is sectional drawing which showed the operation | movement of the shift-in in this embodiment. It is the graph which showed the change of the number of rotations of the dog clutch at the time of shift in in this embodiment. (A)-(c) is sectional drawing which showed the operation | movement of the shift-out in this embodiment. It is the schematic side view which showed the structure of the conventional outboard motor. It is sectional drawing which showed the structure of the conventional shift mechanism. (A) is the perspective view which showed the structure of the conventional dog clutch, (b) is the front view.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 Shift mechanism 11 Shift clutch 12 Dog clutch 12a Dog clutch claw part 13 Synchro clutch 13a Synchro clutch end face 14 Forward gear 14a Forward gear claw part 14b Forward gear contact surface 15 Reverse gear 15a Reverse gear claw part 15b Reverse drive Gear contact surface 16 Biasing means (detent mechanism)
17 Groove provided in dog clutch 18 Sphere 19 Groove provided in synchro clutch 20 Spring 21 Propeller shaft 22 Key 23 Key groove 24 Shift sleeve 25 Cross pin
26 Spline groove 27 Teeth 30 Drive gear

Claims (21)

A marine propulsion device shift mechanism that transmits rotation of a drive shaft of an engine to a propeller shaft by engaging a shift clutch with a forward gear or a reverse gear,
The shift clutch is
A dog clutch coupled to the propeller shaft in an axially movable manner;
A dog clutch and a synchro clutch coupled in an axially movable manner,
When shifting the dog clutch by moving the dog clutch toward the forward gear or the reverse gear, the end face of the synchro clutch is moved before the dog clutch pawl is dog-engaged with the forward gear or the reverse gear pawl. A marine propulsion device shift mechanism that is frictionally engaged with a contact surface provided on a forward gear or a reverse gear. In the ship propulsion device shift mechanism according to claim 1,
The synchro clutch is a shift mechanism for a marine propulsion device that is coupled to an outer peripheral surface of the dog clutch. In the ship propulsion device shift mechanism according to claim 1 or 2,
The shift clutch is a shift mechanism for a marine propulsion device, and includes a biasing unit that applies a biasing force to the dog clutch against the sync clutch. In the shift mechanism of the ship propulsion device according to claim 3,
When the shift clutch shifts in, from the neutral position of the shift clutch until the end face of the synchro clutch comes into contact with the contact surface provided on the forward gear or the reverse gear, A shift mechanism for a ship propulsion device that moves integrally with the dog clutch by an urging force of an urging means. In the shift mechanism of the ship propulsion device according to claim 4,
When the shift clutch shifts in, an end surface of the synchro clutch is brought into contact with a contact surface provided on the forward gear or the reverse gear, and then the pawl portion of the dog clutch is a pawl of the forward gear or the reverse gear. The dog clutch is a shift mechanism for a marine propulsion device that moves independently of the synchro clutch against the biasing force until it is dog-engaged with the section. In the shift mechanism of the ship propulsion device according to claim 5,
While the dog clutch moves relative to the synchro clutch, the synchro clutch is configured such that the forward gear or the forward gear or the reverse gear by frictional engagement between an end surface of the synchro clutch and a contact surface provided on the forward gear or the reverse gear. A shift mechanism of a marine propulsion device in which the dog clutch that is synchronized with the reverse gear and that is coupled with the synchro clutch rotates together with the synchro clutch. In the shift mechanism of the ship propulsion device according to claim 3,
The urging means is a shift mechanism for a marine propulsion device, which is composed of a detent mechanism. In the shift mechanism of the ship propulsion device according to claim 7,
The detent mechanism is formed on the inner peripheral surface of the synchro clutch in a state in which the groove portion is formed on the outer peripheral surface of the dog clutch, a spring disposed in the groove portion, and a biased state by the spring. A shift mechanism for a marine propulsion device, which is composed of a sphere engaged with a groove. In the shift mechanism of the ship propulsion device according to claim 7,
The detent mechanism is a shift mechanism for a marine propulsion device that positions a neutral position of the shift clutch. In the ship propulsion device shift mechanism according to claim 1 or 2,
The synchro clutch is a shift mechanism for a marine propulsion device that is key-coupled to the dog clutch. In the shift mechanism of the ship propulsion device according to claim 10,
The dog clutch is connected via a shift sleeve and a cross pin that moves the dog clutch in the axial direction,
A shift mechanism for a marine propulsion device, in which keys formed on both sides of the cross pin on the outer peripheral surface of the dog clutch are engaged with key grooves provided on the inner peripheral surface of the synchro clutch. In the ship propulsion device shift mechanism according to claim 1,
The synchro clutch is a marine propulsion device shift mechanism that is splined to the dog clutch. In the ship propulsion device shift mechanism according to claim 1,
The synchro clutch is a shift mechanism for a marine propulsion device, which is constituted by a cone clutch whose end surface is a conical surface. In the ship propulsion device shift mechanism according to claim 13,
A shift mechanism for a marine propulsion device, wherein an inclination angle of a conical surface at one end face of the synchro clutch is different from an inclination angle of a conical face at the other end face of the synchro clutch. In the ship propulsion device shift mechanism according to claim 13,
A shift mechanism of a marine propulsion device, wherein a contact surface of the forward gear or the reverse gear with the sync clutch is a conical surface. In the ship propulsion device shift mechanism according to claim 1,
When the synchro clutch is in the neutral position, the distance between one end surface of the synchro clutch and the contact surface of the forward gear, and the interval between the other end surface of the synchro clutch and the contact surface of the reverse gear are: The ship propulsion machine shift mechanism is different. In the ship propulsion device shift mechanism according to claim 1,
When the shift clutch is moved out to the neutral position and shifted out, the synchro clutch is not attached until the other end surface of the synchro clutch is brought into contact with a contact surface provided on the forward gear or the reverse gear. A marine vessel propulsion shifter that moves integrally with the dog clutch by a biasing force by a biasing means, and then the dog clutch moves independently of the synchro clutch against the biasing force and returns to a neutral position. mechanism. In the ship propulsion device shift mechanism according to claim 1,
The synchro clutch is a shift mechanism for a marine propulsion device, which is made of a material different from that of the forward gear or the reverse gear. The shift mechanism of the marine vessel propulsion device according to claim 17,
The synchro clutch is a shift mechanism of a marine propulsion device made of a copper-based alloy. In the ship propulsion device shift mechanism according to claim 1,
A shift mechanism for a marine propulsion device, wherein a groove for retaining lubricating oil is formed in a part of an end surface of the synchro clutch.   A marine vessel propulsion device comprising the shift mechanism according to any one of claims 1 to 20.

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